Methods and systems for mobile carbon dioxide monitoring

ABSTRACT

A telematics device coupled to vehicle onboard computer system calculates carbon dioxide output of the vehicle. The device uses inputs from existing vehicle performance and parameter sensors, such as speed, fuel efficiency, mass air flow and oxygen present in the vehicle&#39;s exhaust, to calculate carbon dioxide output. Speed divided by fuel efficiency results in gallons per hour. An emmission factor, EF, multiplied by the gallons per hour results in weight of carbon dioxide produced by the vehicle per hour. Dividing EF by the efficiency results in pounds per mile. Using input from the mass air flow and oxygen sensors, with an approximation of gasoline molecular weight may produce more accurate results without using EF. If the sensors do not provide values in the units needed, a calibration curve for the mass air flow sensor and oxygen sensor may be used. The telematics device can display the results or upload them.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority under 35 U.S.C. §119(e) to U.S.Provisional applications 60/979,725 filed Oct. 12, 2007, and 60/984,547filed Nov. 1, 2007 (collectively “The Provisional Applications”), bothentitled “Methods and systems for mobile carbon dioxide monitoring,” andthis application incorporates The Provisional Applications by referencein their entireties.

SUMMARY

Disclosed are methods and systems related to mobile carbon dioxidemonitoring utilizing a vehicle telematics unit (VTU). Additionaladvantages will be set forth in part in the description which follows ormay be learned by practice. The advantages will be realized and attainedby means of the elements and combinations particularly pointed out inthe appended claims. It is to be understood that both the foregoinggeneral description and the following detailed description are exemplaryand explanatory only and are not restrictive.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated in and constitute apart of this specification, illustrate embodiments and together with thedescription, serve to explain the principles of the methods and systemsdisclosed:

FIG. 1 is an exemplary VTU;

FIG. 2 is an exemplary computing device;

FIG. 3 illustrates emission composition;

FIG. 4 is an exemplary method;

FIG. 5 illustrates an exemplary networked environment and

FIG. 6 illustrates a graph that plots exhaust oxygen sensor voltage withrespect to intake air/fuel ratio.

FIG. 7 illustrates a flow diagram of a method for determining the amountof carbon dioxide produced by a vehicle.

DETAILED DESCRIPTION

Before the present methods and systems are disclosed and described, itis to be understood that the methods and systems are not limited tospecific components and as such may vary. It is also to be understoodthat the terminology used herein is for the purpose of describingparticular embodiments only and is not intended to be limiting.

As used in the specification and the appended claims, the singular forms“a,” “an” and “the” include plural referents unless the context clearlydictates otherwise. Ranges may be expressed herein as from “about” oneparticular value, and/or to “about” another particular value. When sucha range is expressed, another embodiment includes from the oneparticular value and/or to the other particular value. Similarly, whenvalues are expressed as approximations, by use of the antecedent“about,” it will be understood that the particular value forms anotherembodiment. It will be further understood that the endpoints of each ofthe ranges are significant both in relation to the other endpoint, andindependently of the other endpoint.

It is also understood that there are a number of values disclosedherein, and that each value is also herein disclosed as “about” thatparticular value in addition to the value itself. For example, if thevalue “10” is disclosed, then “about 10” is also disclosed. It is alsounderstood that when a value is disclosed that “less than or equal to”the value, “greater than or equal to the value” and possible rangesbetween values are also disclosed, as appropriately understood by theskilled artisan. For example, if the value “10” is disclosed the “lessthan or equal to 10” as well as “greater than or equal to 10” is alsodisclosed. It is also understood that the throughout the application,data is provided in a number of different formats, and that this data,represents endpoints and starting points, and ranges for any combinationof the data points. For example, if a particular data point “10” and aparticular data point 15 are disclosed, it is understood that greaterthan, greater than or equal to, less than, less than or equal to, andequal to 10 and 15 are considered disclosed as well as between 10 and15. It is also understood that each unit between two particular unitsare also disclosed. For example, if 10 and 15 are disclosed, then 11,12, 13, and 14 are also disclosed.

Throughout the description and claims of this specification, the word“comprise” and variations of the word, such as “comprising” and“comprises,” means “including but not limited to,” and is not intendedto exclude, for example, other additives, components, integers or steps.“Exemplary” means “an example of” and is not intended to convey anindication of a preferred or ideal embodiment.

“Optional” or “optionally” means that the subsequently described eventor circumstance may or may not occur, and that the description includesinstances where said event or circumstance occurs and instances where itdoes not.

Disclosed are components that can be used to perform the disclosedmethods and systems. These and other components are disclosed herein,and it is understood that when combinations, subsets, interactions,groups, etc. of these components are disclosed that while specificreference of each various individual and collective combinations andpermutation of these may not be explicitly disclosed, each isspecifically contemplated and described herein, for all methods andsystems. This applies to all aspects of this application including, butnot limited to, steps in disclosed methods. Thus, if there are a varietyof additional steps that can be performed it is understood that each ofthese additional steps can be performed with any specific embodiment orcombination of embodiments of the disclosed methods.

The present methods and systems may be understood more readily byreference to the following detailed description of preferred embodimentsof the methods and systems and the Examples included therein and to theFigures and their previous and following description.

In one aspect, provided is an apparatus for mobile CO₂ monitoring,comprising a memory configured for storing vehicle operating data,wherein the vehicle operating data comprises fuel efficiency, vehiclespeed, and CO₂ consumption. The apparatus further comprises a vehicleinterface for obtaining vehicle operating data from a vehicle and aprocessor, coupled to the memory and the vehicle interface, configuredfor performing steps comprising determining fuel efficiency, determiningvehicle speed, and determining CO₂ consumption based on the fuelefficiency and the vehicle speed. The apparatus further comprises atransceiver, coupled to the processor, configured for transmitting theCO₂ consumption to a central monitoring station.

The apparatus can be configured to perform the methods described herein.The processor can be further configured to perform the steps comprisingdetermining fuel efficiency in miles per gallon (mi/gal), determiningvehicle speed in miles per hour (mi/hr), and determining CO₂ consumptionby (mi/hr)/(mi/gal)*EF, wherein EF is an emissions factor in lbs/gal.

The value of EF can be determined by the processor. In one aspect, theprocessor can be configured for performing the steps comprisingretrieving a first baseline EF for a first fuel, retrieving a secondbaseline EF for a second fuel, determining a fuel composition, whereinthe fuel is composed of a percentage of the first fuel and a percentageof the second fuel, and determining the EF based on the first baselineEF, second baseline EF, and the fuel composition.

The value of EF can be obtained from a third party. The processor can befurther configured to perform the steps comprising monitoring pollutionreadiness monitors for the presence of gases other than CO₂ in anexhaust stream and setting EF<the third party value if the pollutionreadiness monitors indicate a failure. The processor can be furtherconfigured to perform the steps comprising determining a fuel mixture,setting EF<the third party value if the fuel mixture is rich, andsetting EF<the third party value if the fuel mixture is lean. Theprocessor can be further configured to perform the step comprisingadjusting the fuel mixture to maximize CO₂ production. The fuel mixturecan be adjusted so that combustion is stoichiometric.

The processor can be further configured to perform the step comprisingaveraging the CO₂ consumption over a predetermined time period. Theprocessor can be further configured to perform the steps comprisingdetermining a distance traveled and averaging the CO₂ consumption overthe distance traveled.

The step of determining the distance traveled can comprise one ofretrieving distance traveled from an odometer, a GPS, or time traveledat the vehicle speed. The processor can be further configured to performthe steps comprising determining location related data utilizing a GPSand tagging the CO₂ consumption with the location related data prior totransmission. The processor can be further configured to perform thestep comprising determining CO₂ consumption for a geographic region.

The apparatus can further comprise a display device configured fordisplaying the CO₂ consumption to a vehicle occupant as lbs/hour. Thedisplay device can be, for example, a gauge. The gauge can be digital oranalog. The display device can also be an in-vehicle display device,such as an LCD screen, a CRT screen, an indicator light, and the like.

In an aspect, provided is an apparatus comprising a telematics controlunit configured for mobile carbon dioxide monitoring. The apparatus canbe installed in a vehicle. Such vehicles include, but are not limitedto, personal and commercial automobiles, motorcycles, transportvehicles, watercraft, aircraft, and the like. For example, an entirefleet of a vehicle manufacturer's vehicles can be equipped with theapparatus. The apparatus 101, is also referred to herein as the VTU 101.The apparatus can perform any of the methods disclosed herein in partand/or in their entireties.

All components of the telematics unit can be contained within a singlebox and controlled with a single core processing subsystem or can becomprised of components distributed throughout a vehicle. Each of thecomponents of the apparatus can be separate subsystems of the vehicle,for example, a communications component such as a Satellite DigitalAudio Radio Service (SDARS), or other satellite receiver, can be coupledwith an entertainment system of the vehicle.

An exemplary apparatus 101 is illustrated in FIG. 1. This exemplaryapparatus is only an example of an apparatus and is not intended tosuggest any limitation as to the scope of use or functionality ofoperating architecture. Neither should the apparatus be necessarilyinterpreted as having any dependency or requirement relating to any oneor combination of components illustrated in the exemplary apparatus. Theapparatus 101 can comprise one or more communications components.Apparatus 101 illustrates communications components (modules) PCS/CellModem 102 and SDARS receiver 103. These components can be referred to asvehicle mounted transceivers when located in a vehicle. PCS/Cell Modem102 can operate on any frequency available in the country of operation,including, but not limited to, the 850/1900 MHz cellular and PCSfrequency allocations. The type of communications can include, but isnot limited to GPRS, EDGE, UMTS, 1xRTT or EV-DO. The PCS/Cell Modem 102can be a Wi-Fi or mobile Worldwide Interoperability for Microwave Access(WIMAX) implementation that can support operation on both licensed andunlicensed wireless frequencies. The apparatus 101 can comprise an SDARSreceiver 103 or other satellite receiver. SDARS receiver 103 can utilizehigh powered satellites operating at, for example, 2.35 GHz to broadcastdigital content to automobiles and some terrestrial receivers, generallydemodulated for audio content, but can contain digital data streams.

PCS/Cell Modem 102 and SDARS receiver 103 can be used to update anonboard database 112 contained within the apparatus 101. Updating can berequested by the apparatus 101, or updating can occur automatically. Forexample, database updates can be performed using FM subcarrier, cellulardata download, other satellite technologies, Wi-Fi and the like. SDARSdata downloads can provide the most flexibility and lowest cost bypulling digital data from an existing receiver that exists forentertainment purposes. An SDARS data stream is not a channelizedimplementation (like AM or FM radio) but a broadband implementation thatprovides a single data stream that is separated into useful andapplicable components.

GPS receiver 104 can receive position information from a constellationof satellites operated by the U.S. Department of Defense. Alternately,the GPS receiver 104 can be a GLONASS receiver operated by the RussianFederation Ministry of Defense, or any other positioning device capableof providing accurate location information (for example, LORAN, inertialnavigation, and the like). GPS receiver 104 can contain additionallogic, either software, hardware or both to receive the Wide AreaAugmentation System (WAAS) signals, operated by the Federal AviationAdministration, to correct dithering errors and provide the mostaccurate location possible. Overall accuracy of the positioningequipment subsystem containing WAAS is generally in the two meter range.Optionally, the apparatus 101 can comprise a MEMS gyro 105 for measuringangular rates and wheel tick inputs for determining the exact positionbased on dead-reckoning techniques. This functionality is useful fordetermining accurate locations in metropolitan urban canyons, heavilytree-lined streets and tunnels.

One or more processors 106 can control the various components of theapparatus 101. Processor 106 can be coupled to removable/non-removable,volatile/non-volatile computer storage media. By way of example, FIG. 1illustrates memory 107, coupled to the processor 106, which can providenon-volatile storage of computer code, computer readable instructions,data structures, program modules, and other data for the computer 101.For example and not meant to be limiting, memory 107 can be a hard disk,a removable magnetic disk, a removable optical disk, magnetic cassettesor other magnetic storage devices, flash memory cards, CD-ROM, digitalversatile disks (DVD) or other optical storage, random access memories(RAM), read only memories (ROM), electrically erasable programmableread-only memory (EEPROM), and the like.

The processing of the disclosed systems and methods can be performed bysoftware components. The disclosed system and method can be described inthe general context of computer-executable instructions, such as programmodules, being executed by one or more computers or other devices.Generally, program modules comprise computer code, routines, programs,objects, components, data structures, etc. that perform particular tasksor implement particular abstract data types. The disclosed method canalso be practiced in grid-based and distributed computing environmentswhere tasks are performed by remote processing devices that are linkedthrough a communications network. In a distributed computingenvironment, program modules can be located in both local and remotecomputer storage media including memory storage devices.

The methods and systems can employ Artificial Intelligence techniquessuch as machine learning and iterative learning. Examples of suchtechniques include, but are not limited to, expert systems, case basedreasoning, Bayesian networks, behavior based AI, neural networks, fuzzysystems, evolutionary computation (e.g. genetic algorithms), swarmintelligence (e.g. ant algorithms), and hybrid intelligent systems (e.g.Expert inference rules generated through a neural network or productionrules from statistical learning).

Any number of program modules can be stored on the memory 107, includingby way of example, an operating system 113 and software 114. Each of theoperating system 113 and software 114 (or some combination thereof) cancomprise elements of the programming and the software 114. Data can alsobe stored on the memory 107 in database 112. Database 112 can be any ofone or more databases known in the art. Examples of such databasescomprise, DB2®, Microsoft® Access, Microsoft® SQL Server, Oracle®,mySQL, PostgreSQL, and the like. The database 112 can be centralized ordistributed across multiple systems. The software 114 can comprisemonitoring software 206 and the data can comprise monitoring data.

By way of example, the operating system 113 can be a Linux (Unix-like)operating system. One feature of Linux is that it includes a set of “C”programming language functions referred to as, “NDBM”. NDBM is an APIfor maintaining key/content pairs in a database which allows for quickaccess to relatively static information. NDBM functions use a simplehashing function to allow a programmer to store keys and data in datatables and rapidly retrieve them based upon the assigned key. A majorconsideration for an NDBM database is that it only stores simple dataelements (bytes) and requires unique keys to address each entry in thedatabase. NDBM functions provide a solution that is among the fastestand most scalable for small processors.

It is recognized that such programs and components reside at varioustimes in different storage components of the apparatus 101, and areexecuted by the processor 106 of the apparatus 101. An implementation ofreporting software 114 can be stored on or transmitted across some formof computer readable media. Computer readable media can be any availablemedia that can be accessed by a computer. By way of example and notmeant to be limiting, computer readable media can comprise “computerstorage media” and “communications media.” “Computer storage media”comprise volatile and non-volatile, removable and non-removable mediaimplemented in any method or technology for storage of information suchas computer readable instructions, data structures, program modules, orother data. Exemplary computer storage media comprises, but is notlimited to, RAM, ROM, EEPROM, flash memory or other memory technology,CD-ROM, digital versatile disks (DVD) or other optical storage, magneticcassettes, magnetic tape, magnetic disk storage or other magneticstorage devices, or any other medium which can be used to store thedesired information and which can be accessed by a computer.

FIG. 1 illustrates system memory 108, coupled to the processor 106,which can comprise computer readable media in the form of volatilememory, such as random access memory (RAM, SDRAM, and the like), and/ornon-volatile memory, such as read only memory (ROM). The system memory108 typically contains data and/or program modules such as operatingsystem 113 and software 114 that are immediately accessible to and/orare presently operated on by the processor 106. The operating system 113can comprise a specialized task dispatcher, slicing available bandwidthamong the necessary tasks at hand, including communications management,position determination and management, entertainment radio management,SDARS data demodulation and assessment, power control, and vehiclecommunications.

The processor 106 can control additional components within the apparatus101 to allow for ease of integration into vehicle systems. The processor106 can control power to the components within the apparatus 101, forexample, shutting off GPS receiver 104 and SDARS receiver 103 when thevehicle is inactive, and alternately shutting off the PCS/Cell Modem 102to conserve the vehicle battery when the vehicle is stationary for longperiods of inactivity. The processor 106 can also control an audio/videoentertainment subsystem 109 and comprise a stereo codec and multiplexer110 for providing entertainment audio and video to the vehicleoccupants, for providing wireless communications audio (PCS/Cell phoneaudio), speech recognition from the driver compartment for manipulatingthe SDARS receiver 103 and PCS/Cell Modem 102 phone dialing, and text tospeech and pre-recorded audio for vehicle status annunciation.

The apparatus 101 can interface and monitor various vehicle systems andsensors to determine vehicle conditions. Apparatus 101 can interfacewith a vehicle through a vehicle interface 111. The vehicle interface111 can include, but is not limited to, OBD (On Board Diagnostics) port,OBD-II port, CAN (Controller Area Network) port, and the like. Thevehicle interface 111, allows the apparatus 101 to receive dataindicative of vehicle performance, such as vehicle trouble codes,operating temperatures, operating pressures, speed, fuel air mixtures,oil quality, oil and coolant temperatures, wiper and light usage,mileage, break pad conditions, and any data obtained from any discretesensor that contributes to the operation of the vehicle engine anddrive-train computer. Additionally CAN interfacing can eliminateindividual dedicated inputs to determine brake usage, backup status, andit can allow reading of onboard sensors in certain vehicle stabilitycontrol modules providing gyro outputs, steering wheel position,accelerometer forces and the like for determining drivingcharacteristics. The apparatus 101 can interface directly with a vehiclesubsystem or a sensor, such as an accelerometer, gyroscope, airbagdeployment computer, and the like. Data obtained, and processed dataderived from, from the various vehicle systems and sensors can betransmitted to a central monitoring station via the PCS/Cell Modem 102.

Communication with a vehicle driver can be through an infotainment(radio) head (not shown) or other display device (not shown). More thanone display device can be used. Examples of display devices include, butare not limited to, a monitor, an LCD (Liquid Crystal Display), aprojector, and the like.

The apparatus 101 can receive power from power supply 116. The powersupply can have many unique features necessary for correct operationwithin the automotive environment. One mode is to supple a small amountof power (typically less than 100 microamps) to at least one mastercontroller that can control all the other power buses inside of the VTU101. In an exemplary system, a low power low dropout linear regulatorsupplies this power to PCS/Cellular modem 102. This provides the staticpower to maintain internal functions so that it can await external userpush-button inputs or await CAN activity via vehicle interface 111. Uponreceipt of an external stimulus via either a manual push button or CANactivity, the processor contained within the PCS/Cellular modem 102 cancontrol the power supply 116 to activate other functions within the VTU101, such as GPS 104/GYRO 105, Processor 106/Memory 107 and 108, SDARSreceiver 103, audio/video entertainment system 109, audio codec mux 110,and any other peripheral within the VTU 101 that does not requirestandby power.

In an exemplary system, there can be a plurality of power supply states.One state can be a state of full power and operation, selected when thevehicle is operating. Another state can be a full power relying onbattery backup. It can be desirable to turn off the GPS and any othernon-communication related subsystem while operating on the back-tipbatteries. Another state can be when the vehicle has been shut offrecently, perhaps within the last 30 days, and the system maintainscommunications with a two-way wireless network for various auxiliaryservices like remote door unlocking and location determination messages.After the recent shut down period, it is desirable to conserve thevehicle battery by turning off almost all power except the absoluteminimum in order to maintain system time of day clocks and otherfunctions, waiting to be awakened on CAN activity. Additional powerstates are contemplated, such as a low power wakeup to check for networkmessages, but these are nonessential features to the operation of theVTU.

Normal operation can comprise, for example, the PCS/Cellular modem 102waiting for an emergency pushbutton key-press or CAN activity. Onceeither is detected, the PCS/Cellular modem 102 can awaken and enable thepower supply 116 as required. Shutdown can be similar wherein a firstlevel shutdown turns off everything except the PCS/Cellular modem 102,for example. The PCS/Cellular modem 102 can maintain wireless networkcontact during this state of operation. The VTU 101 can operate normallyin the state when the vehicle is turned off. If the vehicle is off foran extended period of time, perhaps over a vacation etc., thePCS/Cellular modem 102 can be dropped to a very low power state where itno longer maintains contact with the wireless network.

Additionally, in FIG. 1, subsystems can include a BlueTooth transceiver115 that can be provided to interface with occupant supplied devicessuch as phones, headsets, and music players. Emergency button 117 can becoupled to the processor 106. The emergency button 117 can be located ina vehicle cockpit and activated an occupant of the vehicle. Activationof the emergency button 117 can cause processor 106 to initiate a voiceand data connection from the vehicle to a central monitoring station,also referred to as a remote call center. Data such as GPS location andoccupant personal information can be transmitted to the call center. Thevoice connection permits two way voice communication between a vehicleoccupant and a call center operator. The call center operator can havelocal emergency responders dispatched to the vehicle based on the datareceived. In another embodiment, the connections are made from thevehicle to an emergency responder center.

One or more non-emergency buttons 118 can be coupled to the processor106. One or more non-emergency buttons 118 can be located in a vehiclecockpit and activated by an occupant of the vehicle. Activation of theone or more non-emergency buttons 118 can cause processor 106 toinitiate a voice and data connection from the vehicle to a remote callcenter. Data such as GPS location and occupant personal information canbe transmitted to the call center. The voice connection permits two wayvoice communication between a vehicle occupant and a call centeroperator. The call center operator can provide location based servicesto the vehicle occupant based on the data received and the vehicleoccupant's desires. For example, a button can provide a vehicle occupantwith a link to roadside assistance services such as towing, spare tirechanging, refueling, and the like. In another embodiment, a button canprovide a vehicle occupant with concierge-type services, such as localrestaurants, their locations, and contact information; local serviceproviders their locations, and contact information; travel relatedinformation such as flight and train schedules; and the like.

For any voice communication made through the VTU 101, text-to-speechalgorithms can be used so as to convey predetermined messages inaddition to or in place of a vehicle occupant speaking. This allows forcommunication when the vehicle occupant is unable or unwilling tocommunicate vocally.

VTU 101 can communicate with one or more computers, either throughdirect wireless communication and/or through a network such as theInternet. Such communication can facilitate data transfer, voicecommunication, and the like. One skilled in the art will appreciate thatwhat follows is a functional description of an exemplary operatingenvironment and that functions can be performed by software, F byhardware, or by any combination of software and hardware.

FIG. 2 is a block diagram illustrating an exemplary operatingenvironment for performing the disclosed methods. This exemplaryoperating environment is only an example of an operating environment andis not intended to suggest any limitation as to the scope of use orfunctionality of operating environment architecture. Neither should theoperating environment be interpreted as having any dependency orrequirement relating to any one or combination of components illustratedin the exemplary operating environment.

The methods and systems can be operational with numerous other generalpurpose or special purpose computing system environments orconfigurations. Examples of well known computing systems, environments,and/or configurations that can be suitable for use with the system andmethod comprise, but are not limited to, personal computers, servercomputers, laptop devices, and multiprocessor systems. Additionalexamples comprise set top boxes, programmable consumer electronics,network PCs, minicomputers, mainframe computers, distributed computingenvironments that comprise any of the above systems or devices, and thelike.

In another aspect, the methods and systems can be described in thegeneral context of computer instructions, such as program modules, beingexecuted by a computer. Generally, program modules comprise routines,programs, objects, components, data structures, etc. that performparticular tasks or implement particular abstract data types. Themethods and systems can also be practiced in distributed computingenvironments where tasks are performed by remote processing devices thatare linked through a communications network. In a distributed computingenvironment, program modules can be located in both local and remotecomputer storage media including memory storage devices.

Further, one skilled in the art will appreciate that the system andmethod disclosed herein can be implemented via a general-purposecomputing device in the form of a computer 201. The components of thecomputer 201 can comprise, but are not limited to, one or moreprocessors or processing units 203, a system memory 212, and a systembus 213 that couples various system components including the processor203 to the system memory 212.

The system bus 213 represents one or more of several possible types ofbus structures, including a memory bus or memory controller, aperipheral bus, an accelerated graphics port, and a processor or localbus using any of a variety of bus architectures. By way of example, sucharchitectures can comprise an Industry Standard Architecture (ISA) bus,a Micro Channel Architecture (MCA) bus, an Enhanced ISA (EISA) bus, aVideo Electronics Standards Association (VESA) local bus, an AcceleratedGraphics Port (AGP) bus, and a Peripheral Component Interconnects (PCI)bus also known as a Mezzanine bus. The bus 213, and all buses specifiedin this description can also be implemented over a wired or wirelessnetwork connection and each of the subsystems, including the processor203, a mass storage device 204, an operating system 205, monitoringsoftware 206, monitoring data 207, a network adapter (or communicationsinterface) 208, system memory 212, an Input/Output Interface 210, adisplay adapter 209, a display device 211, and a human machine interface202, can be contained within one or more remote computing devices 214a,b,c at physically separate locations, connected through buses of thisform, in effect implementing a fully distributed system. In one aspect,a remote computing device can be a VTU 101.

The computer 201 typically comprises a variety of computer readablemedia. Exemplary readable media can be any available media that isaccessible by the computer 201 and comprises, for example and not meantto be limiting, both volatile and non-volatile media, removable andnon-removable media. The system memory 212 comprises computer readablemedia in the form of volatile memory, such as random access memory(RAM), and/or non-volatile memory, such as read only memory (ROM). Thesystem memory 212 typically contains data such as monitoring data 207and/or program modules such as operating system 205 and monitoringsoftware 206 that are immediately accessible to and/or are presentlyoperated on by the processing unit 203. Monitoring data 207 can compriseany data generated in conjunction with identification of a valueopportunity, conversion of a value opportunity into benefit, feemanagement, and benefit opportunity research.

In another aspect, the computer 201 can also comprise otherremovable/non-removable, volatile/non-volatile computer storage media.By way of example, FIG. 2 illustrates a mass storage device 204 whichcan provide non-volatile storage of computer code, computer readableinstructions, data structures, program modules, and other data for thecomputer 201. For example and not meant to be limiting, a mass storagedevice 204 can be a hard disk, a removable magnetic disk, a removableoptical disk, magnetic cassettes or other magnetic storage devices,flash memory cards, CD-ROM, digital versatile disks (DVD) or otheroptical storage, random access memories (RAM), read only memories (ROM),electrically erasable programmable read-only memory (EEPROM), and thelike.

Optionally, any number of program modules can be stored on the massstorage device 204, including by way of example, an operating system 205and monitoring software 206. Each of the operating system 205 andmonitoring software 206 (or some combination thereof) can compriseelements of the programming and the monitoring software 206. Monitoringdata 207 can also be stored on the mass storage device 204. Monitoringdata 207 can be stored in any of one or more databases known in the art.Examples of such databases comprise, DB2®, Microsoft® Access, Microsoft®SQL Server, Oracle®, mySQL, PostgreSQL, and the like. The databases canbe centralized or distributed across multiple systems.

In another aspect, the user can enter commands and information into thecomputer 201 via an input device (not shown). Examples of such inputdevices comprise, but are not limited to, a keyboard, pointing device(e.g., a “mouse”), a microphone, a joystick, a scanner, tactile inputdevices such as gloves, and other body coverings, and the like These andother input devices can be connected to the processing unit 203 via ahuman machine interface 202 that is coupled to the system bus 213, butcan be connected by other interface and bus structures, such as aparallel port, game port, an IEEE 1394 Port (also known as a Firewireport), a serial port, or a universal serial bus (USB).

In yet another aspect, a display device 211 can also be connected to thesystem bus 213 via an interface, such as a display adapter 209. It iscontemplated that the computer 201 can have more than one displayadapter 209 and the computer 201 can have more than one display device211. For example, a display device can be a monitor, an LCD (LiquidCrystal Display), or a projector. In addition to the display device 211,other output peripheral devices can comprise components such as speakers(not shown) and a printer (not shown) which can be connected to thecomputer 201 via Input/Output Interface 210.

The computer 201 can operate in a networked environment using logicalconnections to one or more remote computing devices 214 a,b,c. By way ofexample, a remote computing device can be a personal computer, portablecomputer, a server, a router, a network computer, a VTU 101, a PDA, acellular phone, a “smart” phone, a wireless communications enabled keyfob, a peer device or other common network node, and so on. Logicalconnections between the computer 201 and a remote computing device 214a,b,c can be made via a local area network (LAN) and a general wide areanetwork (WAN). Such network connections can be through a network adapter208. A network adapter 208 can be implemented in both wired and wirelessenvironments. Such networking environments are conventional andcommonplace in offices, enterprise-wide computer networks, intranets,and the Internet 215. In one aspect, the remote computing device 214a,b,c can be one or more VTU 101's.

For purposes of illustration, application programs and other executableprogram components such as the operating system 205 are illustratedherein as discrete blocks, although it is recognized that such programsand components reside at various times in different storage componentsof the computing device 201, and are executed by the data processor(s)of the computer. An implementation of monitoring software 206 can bestored on or transmitted across some form of computer readable media.Computer readable media can be any available media that can be accessedby a computer. By way of example and not meant to be limiting, computerreadable media can comprise “computer storage media” and “communicationsmedia.” “Computer storage media” comprise volatile and non-volatile,removable and non-removable media implemented in any method ortechnology for storage of information such as computer readableinstructions, data structures, program modules, or other data. Exemplarycomputer storage media comprises, but is not limited to, RAM, ROM,EEPROM, flash memory or other memory technology, CD-ROM, digitalversatile disks (DVD) or other optical storage, magnetic cassettes,magnetic tape, magnetic disk storage or other magnetic storage devices,or any other medium which can be used to store the desired informationand which can be accessed by a computer.

The processing of the disclosed methods and systems can be performed bysoftware components. The disclosed system and method can be described inthe general context of computer-executable instructions, such as programmodules, being executed by one or more computers or other devices.Generally, program modules comprise computer code, routines, programs,objects, components, data structures, etc. that perform particular tasksor implement particular abstract data types. The disclosed method canalso be practiced in grid-based and distributed computing environmentswhere tasks are performed by remote processing devices that are linkedthrough a communications network. In a distributed computingenvironment, program modules can be located in both local and remotecomputer storage media including memory storage devices.

All vehicles (under 8500 pounds GVW) sold in the United States since1996 require an On-Board Diagnostics (OBD) connector to monitor theproper operation of the engine's combustion process. By monitoring theproper operation of the combustion process and with that process beingunder closed-loop computer control, the amount of harmful tailpipepollutants can be accurately predicted and enforced by reading thestatus of the internal process monitors via the OBD connector. Even so,the amount of harmful tailpipe pollutants is a small percentage of thetailpipe emission stream which is predominantly carbon dioxide (CO₂) andwater vapor (H₂O). Provided are methods and systems that can utilize atelematics device, such as VTU 101 connected to one or more vehiclecommunications busses with access to combustion monitoring parameters.In one aspect, the methods and systems can measure how much CO₂ thevehicle (and engine it is mounted to) is creating and provide this datato a central database in real-time and/or near-real-time.

The methods and systems provided can, without affecting existing vehiclepollution emissions monitoring capabilities, monitor engine operationrelative to CO₂ creation and measure over time how much CO₂ the enginehas generated and placed into the atmosphere. The telematics aspectprovides for timely wireless communication of this data to a centraldatabase.

Currently, there are two main types of Internal Combustion (IC) engineSpark Ignition (SI) which burns gasoline fuel and Compression Ignition(CI) which burns diesel fuel. The methods and systems provided areoperative with both types of engines. Furthermore, the methods andsystems provided are operative with alternative fuel engines, such asfuel cell, electric, and the like. Combustion can produce mostly carbondioxide (CO₂) and water vapor (H₂O). All engines operate at combustionset-points (Air/Fuel ratio). At these set-points the CO₂ level can bemathematically computed. Sub-optimal operation indicates a problem withan engine (i.e., polluting). At sub-optimal operation, the CO₂ can bemathematically computed. There are typically four main parameters whichdetermine the emission in an engine: chemical composition of the fuel,homogeneity of the Air/Fuel mixture, Air/Fuel ratio, and ignitiontiming. Air/Fuel ratio can have the greatest influence on emission. Asshown in FIG. 3, the main components of emission are carbon monoxide,carbon dioxide, nitrogen oxide, hydrocarbons, and oxygen.

Provided herein is a combustion process set-point for control of anAir/Fuel ratio. As shown in FIG. 3, combustion is stoichiometric whenthe Air/Fuel ratio is nominally 14.7 to 1. O₂ sensors can measure theactual combustion process and, working with electronic enginecontrollers, can keep the process balanced between rich and leanAir/Fuel mixtures as the optimal set-point. Engine controllers are alsoable to move the Air/Fuel ratio in real-time based on the oxygen contentof the fuel. This information can be made available to the VTU to adjustCO₂ calculations. Also, the condition of the traditional pollutionemissions readiness monitors built into the vehicle in support of OBDIIregulations can be used by the VTU to adjust the CO₂ calculations. Insome instances, all of the fuel is consumed, pollution is minimized, andCO₂ is maximized. Operating in this fashion there is a nominal creationof 19.1 pounds of CO₂ produced for every gallon of fuel consumed.Specific amounts of CO₂ will vary with the specific composition of thegasoline fuel, as well as diesel fuel, biodiesel fuel, and gasolinealternatives made from plants (ethanol fuel, etc.). In all cases, thereis a specific nominal amount of CO₂ created for each gallon of fuelconsumed.

Provided herein are methods and systems for measurement of CO₂. Themethods and systems can measure instantaneous CO₂ produced using anamount of fuel being consumed. In one aspect, an average over time canprovide a CO₂ production operational profile. In one aspect, a profileof CO₂ based on speed can determine an optimal driving speed or profileto reduce CO₂ production. The production operational profile combinedwith speed can provide CO₂ production for distance traveled. Analternative to combining this information with speed to determinedistance is to use GPS information. When combined with a specific timeperiod the methods and systems can provide CO₂ productiondaily/weekly/etc.

In some aspects, the methods and systems can provide a CO₂ productionprofile over time for a specific vehicle, for a group of vehicles, for aclass of vehicles, and the like. In other aspects, the methods andsystems can combine a CO₂ production profile with GPS data to provide aregional CO₂ footprint, a roadway (highway) CO₂ footprint and the like.In further aspects, the methods and systems can combine a CO₂ productionprofile with GPS data and weather data to provide an air qualityindicator.

Also provided herein are methods and systems for use of CO₂ data. CO₂data can be used to indicate proper and/or optimal operation of avehicle. Also, CO₂ data can be used to indicate when a vehicle requiresrepair and/or replacement of one or more components of the vehicle orthe entire vehicle.

CO₂ consumption and/or profile data can also be made available by theVTU to other electronic controllers in the vehicle to display thedriver's CO₂ consumption and/or profile on a dashboard display much thesame way fuel consumption and other critical or interesting informationis provided to the driver. The driver can then modify driving stylesand/or habits to minimize CO₂ production.

Ways to represent measured CO₂ data include, but are not limited to:

-   -   i. Weight of CO₂ per unit of distance    -   ii. Volume of CO₂ per unit of distance    -   iii. Weight of CO₂ per unit of time    -   iv. Volume of CO₂ per unit of time    -   v. Weight of CO₂ per unit of speed    -   vi. Volume of CO₂ per unit of speed    -   vii. Weight of CO₂ per unit of fuel consumed    -   viii. Volume of CO₂ per unit of fuel consumed    -   ix. Weight of CO₂ per unit of 2D geographic area    -   x. Volume of CO₂ per unit of 2D geographic area    -   xi. Weight of CO₂ per unit of 3D geographic area    -   xii. Volume of CO₂ per unit of 3D geographic area    -   xiii. Instantaneous Weight of CO₂ for all above    -   xiv. Instantaneous Volume of CO₂ for all above    -   xv. Average Weight of CO₂ for all above    -   xvi. Average Volume of CO₂ for all above    -   xvii. Maximum Weight of CO₂ for all above    -   xviii. Maximum Volume of CO₂ for all above    -   xix. Minimum Weight of CO₂ for all above    -   xx. Minimum Volume of CO₂ for all above    -   xxi. Also the inverse of all of the above

In one aspect, illustrated in FIG. 4, provided are methods for mobileCO₂ monitoring, comprising determining fuel efficiency at 401,determining vehicle speed at 402, determining CO₂ consumption based onthe fuel efficiency and the vehicle speed at 403, and transmitting theCO₂ consumption to a central monitoring station and 404.

In one aspect, fuel efficiency can be miles per gallon (mi/gal), vehiclespeed can be miles per hour (mi/hr), and determining CO₂ consumptioncomprises (mi/hr)/(mi/gal)*EF, wherein EF is an emissions factor inlbs/gal. It is specifically contemplated that other units of measurementcan be used.

An emissions factor (EF), sometimes referred to as an emissionscoefficient, is a representative value that relates the quantity of apollutant released to the atmosphere with an activity associated withthe release of that pollutant. These factors can be expressed as theweight of pollutant divided by a unit weight, volume, distance, orduration of the activity emitting the pollutant (e.g., kilograms ofparticulate emitted per megagram of coal burned). Such factorsfacilitate determination of emissions from various sources of airpollution.

The value of EF can be determined by the VTU. For example, in the caseof flex-fuels and alternative fuels, the VTU can determine the value ofEF based on the composition of the fuel. Fuel economy (MPG) can varywith fuel blend for a given engine and for a given driving style. Insome aspects, ethanol is a mixture of various blends of ethanol fuel.For example, a tank of ethanol in a vehicle can comprise E10 (10%ethanol and 90% gasoline), E85 (85% ethanol and 15% gasoline), the like,and combinations thereof. The percentage of ethanol in the tank can varyas fuel types are mixed during refueling. An ECU (Engine Control Unit)can determine the ethanol % and report it to the VTU. The ECU can adjustfuel pressure, fuel/air ratio, spark timing, and the like. The ECU canalso report these adjustments to the VTU. The VTU can be pre-programmedwith a baseline 100% ethanol EF and baseline 100% gasoline EF. Fromthese baseline EFS, the VTU can compute the EF for the blended fuel.This method can be implemented for any fuel blend and with anyalternative fuel.

In one aspect, the methods can further comprise programming a firstbaseline EF for a first fuel into the VTU, programming a second baselineEF for a second fuel into the VTU, determining a fuel composition,wherein the fuel is composed of a percentage of the first fuel and apercentage of the second fuel, and determining the EF based on the firstbaseline EF, second baseline EF, and the fuel composition.

The value of EF can be obtained from a third party. Table 1 providesexemplary emissions factors obtained from a third party.

TABLE 1 Emission Factors (Obtained from the U.S. Energy InformationAdministration http://www.eia.doe.gov/oiaf/1605/coefficients.html) FuelPounds CO₂ per Gallon (EF) Aviation Gasoline 18.355 Distillate Fuel (No.1, No. 2, No. 4 22.384 Fuel Oil and Diesel) Jet Fuel 21.095 Kerosene21.537 Liquefied Petroleum Gases (LPG) 12.805 Motor Gasoline 19.564Petroleum Coke 32.397 Residual Fuel (No. 5 and No. 6 Fuel Oil) 26.033

The methods can further comprise monitoring pollution readiness monitorsfor the presence of gases other than CO₂ in an exhaust stream andsetting EF<the third party value if the pollution readiness monitorsindicate a failure. The methods can further comprise determining a fuelmixture, setting EF<the third party value if the fuel mixture is rich,and setting EF<the third party value if the fuel mixture is lean.

Pollution readiness monitors can be used to determine whether emissionscomponents have been evaluated. In other words, if all monitors are setto “ready,” the emission components have been tested. These monitors canbe included in an OBD system so overall vehicle condition can beassessed electronically. In some aspects, a vehicle can have up totwelve monitors built into the OBD-II computer system. The most commonmonitors are: Misfire, Fuel, Component, Oxygen Sensor, CatalystEfficiency, Evaporative Emissions System, EGR System, and Secondary AirSystem. This can account for the presence of gases other than CO₂ in theexhaust stream when the vehicle is running at less than optimal pointsand repairs may be needed. Diagnostic Trouble Codes (DTCs) can also beread to determine a specific possible failure, such as one or more O₂sensors, evaporative system Exhaust Gas Recirculator (EGR), misfire,Positive Crankcase Ventilation (PCV), and the like.

The methods can further comprise averaging the CO₂ consumption over apredetermined time increment. For example, the average CO₂ consumptioncan be determined for any increment of time, for example, 10, 20, 30,40, 50, 60 minutes, etc. . . . The increment can be longer, such asmeasured in hours, days, months, years, etc. . . . Averaging the CO₂consumption can take place in a VTU or at the central monitoringstation.

The methods can further comprise determining a distance traveled andaveraging the CO₂ consumption over the distance traveled. Determiningthe distance traveled can comprise one of retrieving distance traveledfrom an odometer, a GPS, or time traveled at a vehicle speed.Determining CO₂ consumption over the distance traveled can take place ina VTU or at the central monitoring station.

The methods can further comprise displaying the CO₂ consumption to avehicle occupant. The CO₂ consumption can be displayed as lbs/hour, theaverage CO₂ consumption over a predetermined time increment, and/or CO₂consumption over a distance traveled. Displaying the CO₂ consumption cancomprise indicating CO₂ consumption on a gauge, for example a CO₂lbs/hour gauge. The gauge can be digital or analog. Displaying can alsobe accomplished by indicating CO₂ consumption to a vehicle occupant onan in-vehicle display device.

The methods can further comprise determining location related datautilizing a GPS and tagging the CO₂ consumption with the locationrelated data prior to transmission. The methods can further comprisedetermining CO₂ consumption for a geographic region. Determining CO₂consumption for a geographic region can take place in a VTU or at thecentral monitoring station.

The methods can further comprise adjusting the air/fuel ratio tomaximize CO₂ production. For example, the VTU can compare the determinedCO₂ consumption and adjust the vehicle's air/fuel ratio either leaner orricher to maximize CO₂ production. The fuel mixture can be adjusted sothat combustion is stoichiometric

The methods and systems can utilize wireless communication to a centraldatabase. Such wireless communication can be, for example, PCS,cellular, wi-fi, Bluetooth, satellite, and the like. Such communicationallows for real-time and/or near real-time reporting of CO₂ production.The reporting can combine CO₂ production reporting with one or more of,GPS data, traditional vehicle emissions data, vehicle diagnostics data,and the like. The methods and systems do not require a specificdiagnostic bus (OBD2, J1708, etc.). Additionally, CO₂ production can bemeasured independently of existing diagnostic schemes.

FIG. 5 illustrates an exemplary networked environment wherein themethods and systems disclosed can be practiced. All communicationtechniques used herein can optionally utilize varying levels ofencryption to ensure privacy and prevent fraud. Various components canbe in communication via a network such as the wireless network 501 orvia direct wireless communication such as short range communication path502. These communications can take one or more forms of computercommunication, for example, electronic mail, data mining, web-browsing,financial transactions, Voice Over IP, any type of data transfer, andthe like. Software resident on one or more VTU 101's can communicatewith software resident on a central server 503. This communication canfacilitate the reporting of CO₂ data, GPS data, emissions data,diagnostics data, and the like. This communication can be through thewireless network 501 and/or through a short range communication link502, such as Bluetooth, WiFi, and the like. Central server 503 canmaintain a central database of data relating to the one or more VTU101's and the vehicles within which they are installed. Central server503 can further analyze the data reported and, in some aspects, sendcommands and/or other data back to the one or more VTU 101's for furtherprocessing. Central server 503 can communicate with software resident ona third party server 504. This communication can facilitate transfer ofdata (such as CO₂ production data and the like) to be used by the thirdparty for environmental analysis, taxing purposes, insurance purposes,and the like.

In some embodiments, software resident one or more VTU 101's cancommunicate with software resident on one or more of, other VTU 101's,central server 503, and third party server 504. In other embodiments,software resident on central server 503 can communicate with softwareresident on one or more of, VTU 101's and third party server 504. Infurther embodiments, software resident on third party server 504 cancommunicate with software resident on one or more of, VTU 101's andcentral server 503.

In one aspect, provided is a system for mobile CO₂ monitoring,comprising a vehicle telematics unit configured to determine CO₂consumption and wirelessly transmit the determined CO₂ consumption and acentral monitoring station configured to receive the determined CO₂consumption from the vehicle telematics unit.

The vehicle telematics unit can be configured to perform the methodsdescribed herein. The central monitoring station can be configured toperform various steps of the methods described herein.

The vehicle telematics unit can be configured to determine CO₂consumption by performing steps comprising determining fuel efficiency,determining vehicle speed, determining CO₂ consumption based on the fuelefficiency and the vehicle speed, and transmitting the CO₂ consumptionto a central monitoring station.

The vehicle telematics unit can be configured to perform the stepscomprising determining fuel efficiency in miles per gallon (mi/gal),determining vehicle speed in miles per hour (mi/hr), and determining CO₂consumption as (mi/hr)/(mi/gal)*EF, wherein EF is an emissions factor inlbs/gal.

The vehicle telematics unit can be configured to perform the stepcomprising displaying the CO₂ consumption to a vehicle occupant aslbs/hour. The vehicle telematics unit can be configured to perform thestep comprising averaging the CO₂ consumption over a predetermined timeperiod. The vehicle telematics unit can be configured to perform thesteps comprising determining a distance traveled and averaging the CO₂consumption over the distance traveled.

The vehicle telematics unit can be configured to determine the distancetraveled by performing the step comprising one of retrieving distancetraveled from an odometer, a GPS, or time traveled at the vehicle speed.The vehicle telematics unit can be configured to perform the stepscomprising determining location related data utilizing a GPS and taggingthe CO₂ consumption with the location related data prior totransmission. The vehicle telematics unit can be configured to performthe step comprising determining CO₂ consumption for a geographic region.

The vehicle telematics unit can determine the value of EF. In oneaspect, the vehicle telematics unit can be configured for performing thesteps comprising retrieving a first baseline EF for a first fuel,retrieving a second baseline EF for a second fuel, determining a fuelcomposition, wherein the fuel is composed of a percentage of the firstfuel and a percentage of the second fuel, and determining the EF basedon the first baseline EF, second baseline EF, and the fuel composition.

In another aspect, the value of EF can be obtained from a third party.The vehicle telematics unit can be configured to perform the stepscomprising monitoring pollution readiness monitors for the presence ofgases other than CO₂ in an exhaust stream and setting EF<the third partyvalue if the pollution readiness monitors indicate a failure. Thevehicle telematics unit can be configured to perform the stepscomprising determining a fuel mixture; setting EF<the third party valueif the fuel mixture is rich; and setting EF<the third party value if thefuel mixture is lean. The vehicle telematics unit can be configured toperform the step comprising adjusting the fuel mixture to maximize CO₂production. The fuel mixture can be adjusted so that combustion isstoichiometric.

Another aspect includes determining CO₂ output using information from avehicle's Mass Airflow Sensor (“MAF sensor”) and the vehicle's oxygensensor, which may also be referred to as an O₂ sensor.

Refiners supply gasoline in many different formulations due togovernment regulations and to maintain performance as seasonal climatechanges. Thus, the molecular weight for gasoline can vary slightly fromsupplier to supplier, from region to region, and from season to season.However, the aspect can use Octane, C₈H₁₈, as representative of typicalgasoline sold in the U.S. In addition, using Octane to represent typicalgasoline is probably provides better accuracy using the method describedbelow than using government published Emission Factor values asdescribed above, which may include a political component that skewscalculated results toward higher values of usage. However, using EF withthe method and system described above may provide sufficient accuracy ifadjusted to account for unburned fuel in an engine's combustion chamber.

The speed×efficiency×EF calculation (“SEE”) described above, whilehelpful and informative, may induce error in addition to the potentiallybiased EF values. This may occur because the SEE calculation may use ameasurement of fuel consumed by an engine that may pass through theengine unburned and pumped out the engine's exhaust system. In addition,a leaking fuel system may include fuel that is pumped into a vehicle'ssurrounding environment in calculating the amount of carbon dioxideproduced by the vehicle.

In addition to an erroneous calculation of carbon dioxide produced whenbasing the calculation on fuel wasted by leakage, basing a calculationof carbon dioxide output on fuel consumed by an engine may be erroneousbecause certain engine design factors differ from engine to engine. Forexample, greater overlap of an engine cylinder's exhaust valve andintake value being open at the same time can increase the amount ofunburned fuel that an engine pumps through its exhaust. Also, theefficiency of an engine's combustion chamber and environmentalconditions, such as, for example, temperature, barometric pressure, andhumidity, can affect how completely a mixture of air and fuel combusts,leaving some fuel atoms unburned after combustion takes place.

Thus, instead of using the SEE calculation, using the MAF and O₂ sensors(“MAFOO”) comprises another method for calculating carbon dioxideoutput. MAFOO uses data available from OBD II, data also typicallyavailable from a vehicle's onboard computer system. As with SEE,aftermarket, as well as OEM, diagnostic and telematics systems can useMAFOO to determine carbon dioxide output.

Based on the assumption that Octane represents an average gasolinemolecule, a method can use the response curve for a typical O₂ sensorshown in FIG. 6 combined with information from the O₂ sensor and the MAFsensor to accurately calculate CO₂ output of an engine.

As shown in FIG. 6, output from a typical O₂ sensor swings fromapproximately 0.950 mV at 12:1 A/F ratio to about 0.200 mV at 16:1. Aconventional O₂ sensor generates its output voltage based on thedifference between the amount of oxygen in the exhaust and the amount inthe ambient atmosphere. The plot in FIG. 6 essentially calibrates an O₂sensor's output voltage to A/F ratio. Thus, a method for calculating theCO₂ output of a vehicle uses the curve of the plot in FIG. 6.

A typical vehicle on board computer system has available to it a signalfrom a MAF sensor, the signal typically being a current amount thatmaintains the temperature of the wires that compose the sensor. Outputfrom the MAF and oxygen sensors may also be present at a connection,such as an OBD II system port. Thus, a method run by an onboard computersystem integrated with the vehicle coupled to an onboard system bus,such as, for example, a controller area network (“CAN”) bus, can accessthe A/F ratio and the mass of air that an engine ingests. A computerdevice external to the vehicle can also run the method and acquireinformation from the MAF and oxygen sensors via the OBDII port. Inaddition, a system, either integrated with the vehicle, or an externalsystem, can obtain sensor information either digitally via the CAN orOBD II port, or possibly even via analog tapping of the signals from thesensors' leads. Regardless of whether an OEM uses an integrated onboardcomputer to access sensor information and compute carbon dioxide output,or a user uses a computer device made by an aftermarket manufacturerthat accesses sensor information, a method running on the computer cancalculate the mass of fuel burned (rather than consumed, which mayinclude unburned fuel), for example Octane, using a chemical conversionfactor as follows:maf=Air flow in grams per minute, or g/min, drawn into an engine;λ=air to fuel ratio, or A/F ratio, of fuel mixture forced toward thecombustion chamber represented by the signal received from the O₂sensor;maf÷λ=Fuel mass in g/min;maf÷λ÷MPH÷60=fuel mass in g/mile.

To convert the mass of fuel to mass of CO₂, balance the equation for thecombustion process of Octane as follows:Octane→C₈H₁₈2C₈H₁₈+25O₂→16CO₂+18H₂O

Next, determine the proportional weight of carbon in Octane as follows:Proportion of Carbon in Octane=8C÷(8C+18H)

The relevant elements have the following atomic weights:

C=12.0107

H=1.00794

O=15.9994

Thus, the proportional weight of Carbon in Octane is8×12.0101÷(8×12.0101+18×1.00794), or 0.841170.

Multiplying the proportional weight of Carbon in Octane by the mass offuel the vehicle uses results in:

-   -   Fuel mass×proportional weight of carbon in Octane equals mass of        carbon (“CG”) in the fuel burned, or        maf÷λ×0.84117.

Knowing the weights of the elements of CO₂, calculate the weight of CO₂with the simple proportional relationship:CG/CO₂ weight=C mol wt./C0₂ mol wt.

Resulting in the formulaCO₂ weight=CG×44.0095/12.0107, orCO₂ weight=maf÷λ×0.84117×44.0095/12.0107.

Since a vehicle diagnostics system (“VDS”), or a VTU, receives signalsfrom a mass air flow sensor and an O₂ sensor as a vehicle operates, aVDS, or a VTU, may sample these signals at a particular point in time.The VDS or VTU may use either sampled values from the vehicle's mass airflow sensor and O₂ sensor to compute running values of the amount ofcarbon in fuel that the vehicle's engine burns, or may calculate theamount of carbon in the fuel being burned at periodic intervals. Inreality, even the running values comprise discrete values of carbonbeing burned based on samples, preferably acquired simultaneously, fromthe mass air flow and O₂ sensors. However, a user may perceive that arunning value constantly updates, as compared to a perception thatupdates occur periodically when the sample period is long with respectto a VTU's, or VDS', fastest sample rate. In addition, one skilled inthe art will appreciate that sampled values from the mass air flowsensor and O₂ sensor may be transmitted to a central computer via anetwork coupled to the VDS, or VTU, for calculation of the amount of CO2being produced by a given vehicle, thus reducing the processing burdenplaced on a VDS or VTU.

Furthermore, since a VDS, or VTU, acquires samples from a mass air flowsensor and O₂ sensor empirically, a chemical conversion factor mayinclude the proportional weight of carbon in a fuel molecule (for Octanethis proportional amount is given above as 0.841170, and may be roundedif less precision is desired.) The chemical conversion factor mayinclude the proportional weight of carbon in the fuel being burned andthe ratio of the weight of a molecule of carbon dioxide to the weight ofa carbon atom, or 44.0095/12.0107 as discussed above.

Thus, using Octane as the assumed fuel that an engine burns, a VTU, orVDS, may use a chemical conversion factor of (44.0095/12.0107)×0.841170,or 3.08772. The VTU, or VDS, or other device located remotely fromeither the VTU, or VDS, then multiplies the chemical conversion factorof 3.08772 by the weight of carbon burned by an engine to determine theamount of carbon dioxide produced per the units in which the amount ofcarbon burned is provided.

Accordingly, if dividing the signal from a mass air flow sensor by thesignal from an O₂ sensor indicates that a vehicle is burning fifteenpounds of fuel per hour, then the amount of carbon dioxide producedwould be 15×3.08772, or 46.3158 pounds of carbon dioxide per hour.

Dividing this result by speed of the vehicle results in weight of carbondioxide per unit of distance traveled.

Depending on whether software loaded on and operating a VTU, or VDS,does not convert the raw signal output from an oxygen sensor to air/fuelratio, or λ, a conversion factor that relates the signal from an oxygensensor to λ may be used. Thus, a raw output voltage from a vehicle'soxygen sensor can be used to determine λ. However, since the plot ofvoltage output from a typical oxygen sensor versus λ is not linear, asshown in FIG. 6, a device manufacturer may store an equation, ratherthan a constant, in a memory of the device that uses signals from massair flow and oxygen sensors to calculate carbon produced. The storedequation may describe the curve illustrated in FIG. 6, and then applythe equation to voltage measurements, or samples thereof, of a signal,or signals, from the vehicle's oxygen sensor, or sensors. Alternatively,the manufacturer may store an array of values that represent the plot ofvoltage versus λ. After measuring the voltage from the one, or more,oxygen sensors, and sampling the voltage at a predetermined rate, acomputer system can determine λ by applying the sampled values to theequation, or stored values, that represent the curve plotted in FIG. 6.Thus, measurements of a vehicle's oxygen sensor signal can be usedtogether with measurements of the vehicle's mass air flow sensor signalto accurately calculate the amount of carbon in fuel that the vehicle'sengine actually burns in the combustion process. Thus, the amount ofcarbon dioxide produced by the engine, relative to the amount of carbonin the fuel actually burned by the engine, can be accurately determined.

One skilled in the art will appreciate that sensor technology changes.For example, the description of the MAFOO embodiment above assumes aconventional mass air flow sensor with a range that swings betweenslightly less that 1.0 V and slightly less than 100 mV based on λ.However, recent advances in sensor technology include what some refer toas wideband oxygen sensors. A wideband sensor provides a more graduallychanging output current based on λ, so the output signal has greaterresolution. Although a wideband sensor outputs a current rather than avoltage, the parameter is represent is λ, or air to fuel ratio of theintake fuel charge.

Changes in MAF sensor technology may also occur, but the principles ofMAFOO still apply regardless of the sensor technology used, or that maybe used in the future. As long as sensors provide λ and mass air flowinformation to a computer device, the computer device can use valuesstored for sensors that convert sensor electrical output to theinformation and units that the computer device can use for calculatingcarbon dioxide according to MAFOO as described above. Alternatively,some onboard vehicle management computer systems may provide theinformation in messages that have been scaled to the proper units andunits of measure.

Turning now to FIG. 7, the figure illustrates a method 700 fordetermining the amount of carbon dioxide produced by a vehicle. Method700 begins at step 705. At step 710, a chemical conversion factor isdetermined for the fuel being burned in the vehicle. For a typicalvehicle burning gasoline, Octane represents typical fuel dispensed byfuel stations. In reality, fuel providers offer gasoline formulated as acomplex mix of many chemicals, and the formulation can vary. However,the molecular weight of Octane falls between the lower and highermolecular weight values of the various formulations of gasolinetypically offered for sale. Thus, if a vehicle operator cannotconveniently determine the actual formulation of gasoline used, usingthe chemical formula, and corresponding molecular weight, suffices as agood default.

Occasionally, a vehicle's operator may be able to conveniently determinethe actual formulation of fuel dispensed. For example, a gas pump mayinclude a memory coupled to a communication device that transmit aprestored value for chemical formula, molecular weight, and atomicweights of the various chemicals present in the gasoline formulation. Agasoline supplier may enter these values into the memory when deliveringfuel to the fuel station, or a database associating the pump and thegasoline delivered thereto may provide these values wirelessly via thepumps communication device. A telematics device in the vehicle canwirelessly access the actual values from the pump's communication deviceof the fuel used to replace the default value of Octane, or otherpredetermined default values. Alternatively, the relevant values may bewritten on the pump and a vehicle's operator could enter the writtenvalues into an interface of their vehicle's telematics unit.

After either the default, or actual, values for the molecular and atomicweights of the fuel have been determined, the proportional weight ofcarbon atoms to the molecular weight of a fuel molecule are determinedand the ratio is then multiplied by 3.66419, the molecular weight of acarbon dioxide molecule divided by the weight of a carbon atom. Thiscalculation produces the chemical conversion factor either for Octane,or the actual fuel being used; for Octane, the chemical conversionfactor is 3.0779196. Rounding the chemical conversion factor to twodecimal places (3.08 for Octane, for example) may result in acceptableprecision to reduce the burden on processors in a VTU, VDS, or remotelylocated computer.

At step 715, the vehicle's onboard computer system, or the vehicle'stelematics system, samples a signal received from the vehicle's mass airflow sensor. The act of sampling may be performed in response to aninstruction to sample the mass air flow sensor signal and store thesample to memory, or simply to store a sample that the vehicle's onboardcomputer system has generated. At step 720, the vehicle's onboardcomputer systems, or the vehicle's telematics system, samples a signalreceived from the vehicle's oxygen sensor. The act of sampling may beperformed in response to an instruction to sample the oxygen sensor, orsensors, signal and store the sample to memory, or simply to store asample that the vehicle's onboard computer system has generated:

Steps 710 through 720 may be performed in any order; for the mostaccurate carbon determination, the sample of the mass air flow sensorand the oxygen sensor should be acquired as near in time to one anotheras practicable.

At step 725, the method divides the value of the mass air flow sensorsample acquired at step 715 by the value from the sample from the oxygensensor acquired at step 720, and then multiplies the quotient by thechemical conversion factor. The calculation at step 725 results in theamount of weight of carbon dioxide produced in the exhaust of thevehicle. The method may additionally convert the value of the amount ofcarbon dioxide produced from pounds per hour to pound per mile bydividing by the speed of the vehicle. At step 730, a display devicedisplays the value of the amount of carbon dioxide calculated at step725. The display device can include a video display, or a device forprinting information on media. Method 700 ends at step 735.

A vehicle telematics unit can be configured to wirelessly transmit thedetermined CO₂ consumption through a cellular connection to a centrallocation.

While the methods and systems have been described in connection withpreferred embodiments and specific examples, it is not intended that thescope of the methods and systems be limited to the particularembodiments set forth, as the embodiments herein are intended in allrespects to be illustrative rather than restrictive.

Unless otherwise expressly stated, it is in no way intended that anymethod set forth herein be construed as requiring that its steps beperformed in a specific order. Accordingly, where a method claim doesnot actually recite an order to be followed by its steps or it is nototherwise specifically stated in the claims or descriptions that thesteps are to be limited to a specific order, it is no way intended thatan order be inferred, in any respect. This holds for any possiblenon-express basis for interpretation, including: matters of logic withrespect to arrangement of steps or operational flow; plain meaningderived from grammatical organization or punctuation; the number or typeof embodiments described in the specification.

It will be apparent to those skilled in the art that variousmodifications and variations can be made in the methods and systemswithout departing from the scope or spirit of the methods and systems.Other embodiments of the methods and systems will be apparent to thoseskilled in the art from consideration of the specification and practiceof the methods and systems disclosed herein. It is intended that thespecification and examples be considered as exemplary only, with a truescope and spirit of the methods and systems being indicated by thefollowing claims.

1. A method for determining the weight of carbon dioxide produced byburning a mixture of air and fuel in an internal combustion engine usinga value sampled from a mass air flow sensor signal and using a valuesampled from an oxygen sensor signal, comprising: A. dividing the valuesampled from the mass air flow sensor signal by the value sampled fromthe oxygen sensor signal; B. multiplying the quotient that results fromperforming step A by a chemical conversion factor; and C. processing theproduct that results from performing step B by a computer processor. 2.The method of claim 1 wherein the value sampled from the oxygen sensorsignal is converted to an O₂ value that is used to lookup acorresponding air to fuel ratio in a table, and the value sampled fromthe mass air flow sensor signal is divided by the air fuel ratio fromthe table corresponding to the value sampled from the O₂ sensor whenperforming step A.
 3. The method of claim 1 wherein the calculation ofthe chemical conversion factor assumes a particular fuel and acorresponding molecular composition thereof.
 4. The method of claim 3wherein the calculation of the chemical conversion factor assumes theparticular fuel is Octane.
 5. The method of claim 1 wherein the chemicalconversion factor is the molecular weight of carbon dioxide divided bythe atomic weight of carbon times the atomic weight of the carbon atomsin a molecule of the fuel divided by the molecular weight of the fuel.6. The method of claim 1 wherein the step of processing includes storingthe product that results from performing step B to a memory.
 7. Themethod of claim 6 wherein the step of processing includes displaying theproduct stored in memory with a display device.
 8. The method of claim 3wherein the calculation of the chemical conversion factor assumes thatthe engine burns Octane and that the chemical conversion factor is(44/12)×(96/114), or 3.0877.